Electric railway-signal.



No. 675,086. Patented May 28, I90l.

w H couNcIL i L ELECTRIC RAILWAY SIGNAL.

(No Model (Application led Apr. 19, 1900.)

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UNITED STATES PATENT OFFICE.

WILLIAM II. COUNCIL, OF IVILLIAMSVILLE, ILLINOIS, ASSIGNOR TO MILLER SIGNAL COMPANY, OF CHICAGO, ILLINOIS.

SPECIFICATION forming part of Letters Patent N 0. 675,086, dated. May 28, 1901. Application led April 19, 1900. Serial No. 13,489. LNo model.)

T ctl' wto'nt it' may concern/.-

Beit known that I, WILLIAM H. COUNCIL, a citizen of the United States, residing at Williamsville, Sangamon county,ll1inois,havein- 5 vented certain new and useful Improveineuts in Electric Railway-Signals, of which the following is a specification.

At the present time two systems of blocksignals for railwaysare known, one employ- Io ing signals located along or at the side of the track and the other employing signals on the train, usually on the locomotive. The system having the signals by the side of the track has been found objectionablein use from varions causes, among which may be mentioned the liability of the signal being obscured by foggy weather or other causes and the nonobservance of its condition by the engineer, who in passing the signal may fail to notice 2o what sort of signal is displayed. Some of the object-ions to block-signals by the side of the track have been overcome by placing the signals on the train, where they will be under the observation of the engineer or other person whose duty it is to note their condition.

My invention relates to that system of blocksignals in which the signals are located on the train, and has for its objects to improve the track at the point where the block is located 3o as regards the construction and insulation of the rails at that point; to improve the con? struction and operation of signals on the train by employing two electric circuits, one of which is operated from the condition of the track at the point of the block, so that it in turn operates the other or signal-circuitv proper; to furnish an electric circuit at the point ot' the block, operating in conjunction with the signal-circuit ou the train to display the proper signal; to furnish a track-circuit operative at both ends of a block track-section and controlling other electric circuits for comm unicating the condition of the track and operating the signals; to furnish an independent electric circuit for each block operating to restore the track-circuits to normal condition after a train has passed the block in either direction; to furnish an electric circuit cooperating with the main signal-circuit on the train to prevent the display of a danger-signal on the train as it passes a block from its own passage over the block, and to iinprove generally the system as a whole; and the invention consists in the construction and combinationshereinafterdescribed,and pointed out in the claims.

In the drawing I have illustrated a diagrammatic View of a portion of a railwaytrack divided into blocks and all the apparatuswith which the locomotive or train is 6o intended to be equipped, as wellv as the other apparatus remaining stationary along the track and intended to be used in conjunction therewith.

In describing my electric railway-signal apparatus, for convenience that portion thereof which is to be located on the train will be referred to as located or arranged on a locomotive, although ofcourse it will be understood that it can be located on any desired part of 7o the train.

A dynamo, storage battery, or other source of electric energy A, adapted to generate a current of electricity, is suitably located and arranged on the locomotive. Connected with a wire or pole l of this source of energy are two wires a and a', running to the coils B and B on the pole-pieces b and b, respectively, of au electromagnet. This magnetis what is known as a` tripolar consequent- 8o pole permanent magnet,7 whose free polepieces b and b have the same polarity, while its consequent pole, consisting of the intermediate connecting portion or frame b2 and the armature b3, has an opposite polarity. The armature b3, extending between the two coils, is pivoted on the frame b2, so that it can be moved toward one coil or the other,

as theoperation of the apparatus may require. The cores b and b, it will thus be 9o seen, are of one polarity, while the armature b3 is of another. Each of the coils B and B has two windings, the wire ct being connected with one winding and the wire a with the other, and the two windings of each coil are in opposite directions and are arranged upon the cores so that under one set of circuit conditions one core will be a north pole of an electromagnet and the other the south pole, overcoming the permanent magnetism,'and 10o under opposite conditions the cores will be oppositely affected, repelling and attracting the armature b3 as the change in polarity occurs. From the coil B the wire ct is continued or carried to a track-contact on the engine, which may be the front Wheels A of the locomotive, as illustrated in the drawing. The Wire d is continued or carried from the coil B to an electromagnet B2, and from it the Wire a is continued or carried back to the wire or pole 2 of the source of energy. From the wire or pole 2 a wire a2 is carried to a track-contact, which may be the rear wheels A2 of the locomotive, as illustrated in the drawing, it being understood that the track-contacts should be insulated one from the other.

4For brevity and convenience I shall hereinafter refer to the circuit of the battery A as the primary circuit. inasmuch, however, as this circuit has two sides-the track "side, including the track-contacts, and the side which runs to the magnet 132-1 will re- Vfer to them as the track side of the primary circuit or the magnet side of the primary circuit, as occasion may require.

Arranged on the locomotive is a battery C, of any suitable or desired kind, from one pole of which is carried a wire c to an electromagnet C'. The core of this magnet is provided with a protruded or extended point c, preferably arc-shaped,as shown in the drawing. A Wire c2 is carried from the magnet C' to an electro magnet C2,and from the magnet C2 the wire c2 is continued or carried to a contact-point c3, where it terminates. An armature c4 is located' in proper proximity to the contact-point c3 and is so pivoted that it can oscillate to or from the contact-point, as may be required by the operation of the apparatus. From the armalture c4 a wire c5 is carried to a contact-point c6, against which the armature b3 may be drawn in the operation of the apparatus, and

from the armature b3 a Wire c7 is carried to the other pole of the battery C. This completes an electric circuit from the battery C through the magnet C' and back to the battery by the wires cand c2, contact c3, armature c, wire c5, contact c6, armature b3, and wire c, the wire c2 passing to and from an electromagnet O2, for a purpose hereinafter described. For brevity and convenience I shall hereinafter refer to the circuit of the battery C as the secondary circuit. At the opposite side of the armature b3 to the contact-point c6 is a stop or pin b4 to limit the movement of the armature in that direction or toward the coil B. Alamp C3 is arranged in proper position on the locomotive, and a bifurcated oscillating lever C4 is pivoted in proper position in relation to the lamp. One leg of this lever carries a disk a3 of transparent material, so that When in front of the light the safety-signal will be displayed. The

other leg otl the lever carries a transparent -red disk a4, so that when in front of the light the danger-signal will be displayed. The u pper end of the bifurcated lever is provided with an armature d5 to be acted upon by the magnetized point c. A stop b5 is arranged to limit the movement of the oscillating lever, so that when the electromagnet C is demagnetized the armature a5 will drop by its own weight against the stop and bring the lred transparent disk 0.4 opposite or in front of the light to display the danger-signal.

The mechanism and appliances above described carried on the locomotive may be regarded as constituting one branch or division of the entire signal system and for convenience will be hereinafter referred to generally as the traveling member of the signal system. An arrangement of track-circuits is also necessary in carrying outmy electric signaling system located in stationary relation to the railway-track, dividing the track into what are known as blocks or block-sections, and each track-circuit for a block Will be hereinafter referred to generally as the stationary member of the signaling system. The drawings show three blocks X, Y, and Z, and as a s ationary member or trackcircuit is to be provided for each block into which the railway is divided three stationary members or track-circuits are shown, one for each block X, Y, and Z, as represented in the drawing. The block-circuits are alike, and a description of one block and its circuits will of course be the description of each and every one of the separate blocks and circuits located along the line of railway equipped with my signaling system. The corresponding parts of each circuit will therefore be identiied by the same reference-letters. At the point where one block ends and another block begins, or the division-line between two blocks, is located on each side of the track an insulation for the rails of the track, which breaks the rail or track circuit and may be either a full-length track-rail or part of a full-length track-rail, forming a rail D, insulated from the ends of the adjoining trackrails D', as Will be understood from the drawing. One of the insulated rails D is left Whole or undivided and insulated at its ends, and the other one of the insulated rails D is divided or broken to have two parts or members d and CZ', insulated from each other and insulated at the ends. The particular rail shown in the drawing as divided need not necessarily be the divided rail, as the opposite rail could be just as well the divided one, if preferred; but it is to be understood that only one of the rails for the insulation of the track or rail circuit is to be divided. Each block is to have a battery D2, supplying electric energy to the track-rails of its block, for which purpose one pole of the battery is connected by a wire d2 with the track-rails D on one side ofthe track and the other pole of the battery is connected with the track-rails D on the opposite side by a Wire CX15. A wire d3 is carried from the track-rails on the side having connection by the wire cl2 with the battery D2, and this Wire d3 extends to an TIO wire d4 is carried to a separating or branch point d5, from which point a wire C114 is carried to the track-rails on the side having connection by the Wire C115 with the battery D2. A circuit is thus formed at one end of the track-section from the battery back to the battery by the wire cl2, track-rails, wire cl2, electromagnet D3, Wire d4,wire 114, track-rails, and Wire dk". A wire d8 leads from the trackrails on the side of the track connected by the wire d2 with the battery D2and is carried to an electromagnet D5, and from the magnet D5 a Wire Z9 is carried toa separating or branch point d10, from which point a wire ol13 is carried to the track-rails D on the side of the track connected by the wire d with the battery D2. A circuit is thus formed at the other end of the block from the battery D2 back to the battery by the wire cl2, track-rails, Wire (Z2, magnet D5, wire dg, wire (P3, track-rails, and wire cils. For brevity and convenience I shall hereinafter refer to these circuits as the main-track circuits. One of the maintrack circuits is split or divided at the point d5 by a Wire (Z6, carried to an electromagnet D4, from which a wire (Z7 connects with the adjoining block X, and the other main-track circuit is split or divided at the point d10 by a wire du, leading to an electromagnet D6, and from the magnet D6 a wire CX12 is connected with the adjoining block Z. It Will thus be seen that each block has at each end a trackcircuit and that each track-circuit has a connection with the adjoining or next block.

A wire e is carried from the part or member d of the insulated divided or broken rail D to a pivoted armature E, located adjacent to the electromagnet D4 and adapted to be drawn by the magnet against a contact-point c', from which point a wire e2 leads to one of the pivoted members of a double armature E, located adjacent to the electromagnet D3 and adapted to be drawn by the magnet against contact-points e2 and e4. From the contactpoint e3 a wire e5 is carried to one pole of a battery E2, and the contact-point e4 has connected thereto the wire dT, running to the electromagnet Dl of the adjoining or next block-circuit or stationary member ofthe system-that is, the wire Z7 of the block X runs from the double armature E to the electromagnet D4 of the block Y, as an illustration. A wire e leads from the other pole of the battery E2 to the track-rails D"on the side of the track having the divided or broken rail D at a point adjacent or next to the part or member d of the insulated rail. This forms an incomplete electric circuit between the battery E2 and the insulated divided or broken rail and the track-rails when the armature E" is engaged with the electromagnet D2, the circuit being incomplete, owing to the insulation of the rail D from the track-rails. The circuit will be completed when a conductor is provided from the insulated rail to the trackrai ls, and such conductor is found in the passage of the train over the track, as hereinafter described.

For brevity and convenience I shall hereinafter refer to the circuit of the battery E2 through the armatures E and E as the signal-controlling circuit of battery E2.

From the track-rails on the side having the divided or broken insulated rail D a wire e7 leads to one pole of a battery E2, from which battery a wire e8 leads to the other pivoted member ot' the double armature E. These wires e7 and es complete a circuit from the battery E3 back to the battery when the double armature E is drawn against the electromagnet Ds for one of its arms or members to contact the point e4, connecting the battery E3 With the contact e4, so that a circuit will be formed by the wire e8, double armature EQ contact e4, wire 6X7, magnet D4, wire d, wire d, track-rails, and wire e7. For brevity and convenience I shall hereinafter refer to this circuit as the block-connecting circuit. The block-connecting circuit for the battery E2 of the block X is thus formed from such battery through the wire C27, leading to the electromagnet D4 of the block Y, as an illustratration, which circuit is complete when the armature E is drawn against the electromagnet D3 of the block X. It will thus be seen that each block has an electric circuit from the battery E3 with the adjoining or next v block throughout the whole system, which circuit is broken in each case with the demagnetizing of the electroniagnet D8 for the double armature to drop therefrom, as shown in block Y, in which the connecting-circuit of the battery Es between the block Y and the adjoining block Z is broken or interrupted.

A wire f leads from the part or member d' of the divided or broken insulated rail D to a pivoted armature F, located adjacent to the electromagnet D6 and adapted to be drawn by the magnet against a contact-point j, from which pointa wire f2 leads and is connected with one arm or member of a pivoted double armature F', located adjacent to the electromagnet D5and adapted to bedrawn by the magnet for its arms or members to engage with contact-points f2 and f4, respectively, and from the contact-pointfs a wire f5 leads to one pole of a battery F2, the other pole ot' which is connected by a wire f with the rails of the track on the side having the divided or broken insulated rail. The circuit thus formed from the battery F2 by the wire f, armature F, contactf', wiref2, armature F', contactf2,\vire f5, and wire f is incomplete, owing to the insulation ot' the divided or broken rail D, and is made complete when a conductor is provided for the rails ofthe track, as hereinafter described.

For brevity and convenience I shall hereinafter refer to the circuit of the battery lf2 through thearmatures F and F' as the sig nal-controlling circuitol the battery F2.

From the track-rails on the side having the lOO IIO

' of the block X, as an illustration.

divided or broken insulated rail a wire]Q7 leads to one pole of a btttery F3, and from the opposite pole of this battery a wire f8 leads to the arm or member of the double armature F', which contacts with the pointf4, and from the pointf4 the wire C112 leads to the electromagnet D6 of the adjoining or next block circuit or stationary member of the systemthat is, from the contact-pointy"14 of the block Y the wire (112 leads to the electromagnet D6 A circuit from the battery F3 back to the battery is formed when the armature F' is drawn against the electromagnet D5 by 'the wire f8, double armature F', contact-point f4, Wire CP2, electromagnet D6, wire d, Wire CX12, track-rails, and wire f7, forming an electric circuit between the two adjoining block or track circuits of the system. For brevity and con venience I shall hereinafter refer to this circuit as the block-restoring circuit. This circuit iscomplete as long as the armature F' is drawn to the electromagnet D5, but is broken when the armature F' is away from the magnet, as shown in the block X, in which block the circuit of the battery F2 is broken, While the circuit for the battery F3 in the block Y is complete, as is also the circuit of the battery F3 for the block Z.

To complete my electric signaling system, a Wire g is carried from the unbroken insulated rail D of each block to one pole of a battery G. From the other pole of the battery G a wire g is carried to an electromagnet G', and from the magnet G' a wire g2 is carried to one arm or member of a pivoted double armature G2, located adjacent to au electromagnet G3, and adapted to be drawn by the magnet in one direction and to be moved by gravity or other suitable means in the opposite direction for one arm to engage a contact-point g3 when the armature is away from the magnet and for the other arm to engage a contactpoint Q6 when the armature is drawn to the magnet, and from the contactpoint g2 a wire g4 leads to the part or member d' of the divided or broken insulated rail D, and a branch Wire g5 leads from the wire g4 to the contact-point g, engaged by the other arm or member of the double armature G2. From the battery Ga Wire g7 leads to an electromagnet G3, and from the magnet a wire g2 is carried to one arm or member of the pivoted double armatureG, located adjacent to the electromaguet G', 'to be drawn in one direction by the magnet and to be moved by gravity or other suitable means in the other direction, for the arms or members to engage contact-points g2 and g2, and from the contact-point Q9 a Wire g1 leads to the part or member d of the divided or broken insulated rail D, and from the wire glo a branch wire gu leads to the contact-point g12, against which one arm or member of the pivoted double armature G4 is adapted to be drawn into engagement. A Wire g13 connects one member of the pivoted double armature G2 with the track-rails on the side of the track having the divided or broken insulated rail D, and a wire g14 leads from one member of the divided double armature G4 to the track-rails on the side of the track having the divided or broken insulated rail, but at the other end of the divided or broken insulated rail from the connection of the wire dlg to the trackrails.

For brevity and convenience I shall hereinafter refer to the circuits of the battery G as the train-signal-restoring circuits.

Each block has a track-circuit at each end from the battery D2, one of the circuits running to an electromagnet at its end of the block and the other circuit running to an electromagnet at its end of the block. Both of these track-circuits Will be short-circuited with the passage of a train onto the block, as by such passage the current from the battery D2 at one end of the block will loW through the wire d2, track-rails, car Wheels and axle, track-rails and wire d, short-circuiting the battery and denergizing the electioinagnet D3 for the double armature E' to drop away from the magnet. At the same time the trackcircuit at the other end of the block Will be short-circuited by the current passing from the battery through the wire cl2, track-rails, wheels and axle, track-rails, and wire CX15, short-circuiting the battery and denergizing the electroinagnet D5 for the double armature F' to fall away from the magnet. The deenergizing of the electromagnet D8 breaks the circuit from it to the electrolnagnet D4 of the adjoining block for the single armature Eto `fall away from the electromagnet D4. It will thus be seen that the passage of a train onto the rails between any two blocks breaks the track-circuit onto which the train passes at both ends thereof, and this breaking of the two track-circuits denergizes the electromagnet in the circuit of the block onto which the train has passed and at the same time deenergizes the electromaguets for the circuits on the two adjoining blocks, as clearly shown in the drawings, in which the electromagnets designated are shown denergized-that is, the electromagnet D3 'for the block Y and the electromagnet D4 for the block Z and the electromagnet D5 for the block X. It Will. thus be seen that each block at the point of signaling has on one side a signal-controlling circuit from the battery E2 and on the other side a signal-controlling circuit from the battery F2, and that each block at the point of signaling has a block-connecting circuit and a block-restoring circuit, which several circuits are dependent for operation upon the condition of the track-circuits.

In operation with the train on a block the track of which is clear, the current of the primary circuit of the train-signal will pass from one pole and return to the opposite pole in the usual manner of electric currents, and such passage of the current will not change the polarity of the pole-pieces or cores IOO IIO

of the tripolar consequent-pole permanent magnet, which will maintain the vibratingarmature in the position shown in the drawings and no change will occur in the signal displayed. The complete circuit formed by the track side of the primary circuit oi the trainsignal and the signal-conirolling circuit of the battery F2 through the trackrails, the Wheels and axles, and the insulated rail-scction will not affect the train-signal it tinsig-- nal-controlling circuit of the battery F'2 is not broken and the safety-signal is already being displayed; but. with the breaking of` this circuit through the demagnetizine of the armature F the current of the primary circuit on the train cannot return to the source of energy through the wire a2, so that the current only passes from the source of energy A back lo such source of energy through the one wire a, changing the polarity of the polepieces or cores of the tripolar consequent-pole permanent magnet, by which the movable armature will be repelled from its position adjacent to the coil B and drawn over toward the coil B. This breaks the secondary cil'- cuit of the train-signal, denergizing the magnet C" for the bifurcatetl lever C4 to drop and display the danger-signal. It will be understood that when a train is moving from the block X in the direction of the block Y the signal-controllingcircuit is that of the battery F2, while with a train moving from 'the block Z to the block Y the signal-controlling circuit of the battery E2 is the operative one.

To illustrate the operation of the system, we will assume that a locomotive has left the block X and is traveling in the direction of the block Y with the signaling apparatus and appliances in the position and condition shown in the drawings and the safety-signal displayed on the locomotive, which would be the case with the section Y clear of obstructions. As the wheels A' of the locomotive, forming-the forward track-contact, enter the block ot' thesection Y, if the track of the section Z is clear a circuit will be established between the stationary member and the travcling member of the signaling system by means of the signal-controlling circuitot' the battery F2 and the primary circuit of the train-signal, as already described, without causing a change of the signals on the locomotive. This nou-effect on the signals results from the fact that at this time the primary circuit ot' the train-signal is in series with the source of' energy of' the signal-controlling` circuit of the battery F2 and the preponderance of currentis iiowing through the wire a2, causing the polarity ot' the cores b and i2 to be such that the armature b3 Will adhere more firmly to the Contact o6, so that the armature b3 will remain unmoved between the cores and in the position shown in the drawings. It', however, an obstruction, as a train, be ou orenteriug the section Z, so

breaking of the track-circuit of the battery I)2 for the section Z by such train will dama netize the magnet D5 of the block Y, breaking the signal-controlling circuit of the battery F2, which breaks or interrupts the tiow of current through the track side of the primary circuit ot' the train-signal, leaving the current of the primary circuit to flow only through the wire et for such current to act and cause a change in the polarity ofthe polepieces of the' tripolar consequent-pole permanent magnet, repclling the armature b3 from the position shown in the drawings and breaking the secondary circuit of the trainsignal, which allows the bifurcated lever to drop and display the danger-signal. A train running with a danger-signal will receive a safety-signal when it reaches a signal-giving point that is clear by the preponderance of current flowing over the wire a2, caused b v the battery F2 and the primary source of energy being in series, thus causing the polarity 'of' the cores to be such as to bring the armature b3 back to the contact c6. The position of the locomotive on the section Y, as illustrated in the drawings, causes warning to be conveyed to an approaching 'locomotive entering the section Z by breaking or interrupting the block-con necting circuit between the two sections, so that a train entering the block of the section Z from the opposite direction to the train entering the section Y would receive a danger-signal through the interruption of the signal-controlling circuit of the battery E2, which operates in series with the primary circuit ot' the train-signal on the approaching train in the same manner as does the signal-controlling circuit ot' the battery F2, which has been already described.

It will thus he seen that a train entering the section Y from the section X will receive a safely or danger signal, according to the condition of the signal-controlling circuit of the battery F2, and that a train entering the section Y from the section Z will receive a safety or dangersignal, according to the condition of the signal-controlling circuit of the batteryE2. rThe locomotive enteringthe block IIO of the section Y, as illustrated in the drawi ings, has, as already explained, received the safety-signal it' the section Z is clear, as it contacted the circuit ofthe first member d' of the block, showing that the track ahead is clear, and at the same time the short-circuiting and denergizing ofthe magnet D3 has opened the circuit to display the danger-signal on a train approaching such block f'rom the oppositeidirection, and such opening also opens the circuitot' the second member d of the saine block on which the locomotive enters as it leaves the iirst member, so that a dangersignal would be received as well as given by this locomotive, notwithstanding the signal received on entering the first member showed that the track ahead was clear. 'lo avoid this difficulty, the signal-restoring circuit ot' that the engineer needs to be warned, the the battery Gr on that` side having the connecting-wire g is completed or' closed, causing the energizing of the magnet G, which causes the pivoted double armature G4 to be drawn against the contact-point Q12, shortcircuiting or cutting out the signal-controlling circuit of the battery E2 through the member d of the divided or broken rail. the wire 'g1, the wire gu, the contact-point Q12, the pivoted double armature G4, and the wire g14 to the rail of the approached block, which prevents the open circuit from operating the electric signals on the locomotive as it leaves a block. It will thus be seen that by the use of my system signals can be conveyed from one locomotive to another, both in the case of approaching and following trains, it being understood that the first contact when a locomotive approaches a block is the one that fur nishes the signal, irrespective of the direction of the travel of the train.

The division of the current from the source of energy A, passing through the wire @,when the train has passed a block or signal station and entered a section of the track, with the track clear, has a free and uninterrupted return to the source of energy through the y wheels or other track-contacts and the trackrails. This will be the course of the current when the train is between two block or signal stations and on a clear track and no action of the signals will occur as the current passes from and returns' to the source of energy under natural conditions. The passage of the train onto the entered first section or division of the undivided insulated rail and the divided insulated rail or rail-section at the block or signal station breaks the circuit of the cnrrent through the wire a, wheels or other trackcontacts and the rails, by reason of the insulation of the track-contacts and the undivided insulated rail and the divided insulated rail or rail-section, which prevents the return of the current through the track-rails, and to secure this return and to connect or complete the circuit from the source of energyA through the wire ct some means must be provided to bridge the insulation between the track-contacts and the insulated rail and the divided insulated rail or rail-section at the block or signal station, as otherwise, with an interrupted current through the wire a, the equality of current passing through the free pole-pieces of the Atripolar consequent-pole permanent magnet would be broken and the movable armature on the consequent pole of the magnet would be shifted or changed over, breaking the circuit of the operating or secondary signal circuit and displaying a danger-signal, when as a matter of fact the track ahead of the block or signal station which had been entered by the train would be clear. This giving of a wrong signal is prevented through the medium of the incomplete electric circuit connecting the track-rails with an insulated division of the divided rail or railsection, so that with conditions indicating the block ahead as clear and with the circuit of vthe incomplete circuit not interrupted the current from the source of energyA will pass through the front or forward track-contact and thence through the circuit of either the battery E2 or F2, according as to which side of the block or signal station was entered, to the track-rails outside of the'insulation, the rear track-contacts, and the wire a2 back to the source of energy without any interruption of the current and Without changing the action of the free poles of the tripolar consequent-pole permanent magnet and producing 'no change in the nature of the signal displayed; but with the incomplete circuit of the approached and entered insulated rail or rail-section interrupted or broken by the deenergizing of the magnet of the track-circuit which maintains the armature of the incomplete circuit in place the return of the current from the source of energy A on the train through the wire d will be interrupted, leaving the current to return only through the Wire at', producing a shifting-of the armature between the free pole-pieces, breaking the circuitI of the signal-controlling or secondary circuit and displaying the danger-signal, as already described. It will thus be seen that a train entering the side of a block or signal station having the insulated rail-section d employs the incomplete circuit from the battery F2 to furnisha connection for returning the current of the wire a back to the source of energy A, and a train entering the block or signal station on the side having the insulated rail-section d employs the incomplete IOO circuit from the battery E2 to furnish Aa conneetion for returning the current of the wire 0f, back to the source of energy, so that in whichever direction a train enters the block or signal station an electric circuit incomplete in itself, but forming a bridging or connecting circuit, is provided for returning the current to the source of energy A without affecting the condition of the, signal, when the incomplete circuit is not interrupted or broken by the denergizing of the magnet which controls the armature of such incomplete circuit In case the source of energy A on the locomotive should fail for any reason itis important that other means should be provided to demagnetize the magnet C and cause the display of the danger-signal. To do this, I have provided an electromagnet B2, which is constantly energized so long as the normal or intended operation of the source of energy is uninterrupted. As soon as a failure in such source of energy occurs the magnet B2 becomes demagnetized and the armature c4 drops away from the contact-point c3, breaking the circuit. formed with the magnet C' through the wire c2. rlhis releases the armature a5 of the bifurcated lever C4, so that it falls by gravity to the point b5 and displays the danger-signal.

I also show in conjunction with the electric signal apparatus on the locomotive a magnet C2, controlling a pencil-point h on an armature h', held against the core of the magnet C2 when the same is magnetized. As soon as the circuit is broken and 'the danger-signal displayed, so that the magnet C2 also becomes demagnetized, the armature h drops` away from the core of the magnet and brings the pointot' the pencil h against a speed-record sheet h2, on which it will travel as long as the magnetC2isdernagnetized. Therecord-sheet h2 is operated in any usual and well-known manner for traveling speed-recording sheets through the medium of a speed-recording mechanism connected with and operated from a moving part of the train in any usual and well-known manner and need not therefore be specically described as to the mechanism and its mode of operation. In this waya record is formed showing the speed of the train im mediately after each display of the dangersignal and the distance that such train runs before the speed is reduced to the rate required on the display of aYdanger-signal. This forms a check or means ot' determining whether the engineer or person in charge has obeyed the signal conforming to the rules imposed for such cases.

While I have described the rail of the track as the common return for the circuits operating the electric mechanismot' the stationary members, it is obvious that Wires could be employed for the same purpose.

Vhile I have described the arrangement and operation of my electric railway signaling system with considerable minuleness and detail, I desire it to be understood that Ido not intend to limit myself to details or particular features than as the same may be specified and called for in my claims.

What I regard as new, and desire to secure by Letters Patent, is-

l. In a railway block-signaling system, an insulated rail or rail-section in the track-rails at each block-signal station on each side of the track, with the insulated rail or rail-section on one side undivided and the insulated rail or rail-section on the other side divided into two parts or members insulated from each other, an incomplete electric circuit for each part or member of theinsulated divided rail or rail-section and the track-rails on its side ol' the track, an electric circuit for the track-rails at each end ot' the block, a complete electric circuit for each block independent ot' the track-rail circuits at the ends ot' the block, and means carried on a train for completing the incomplete circuit of the divided insulated rail or rail-section wit-h the passage of a train onto and over the insulated divided rail or rail-section of the block, substantially as described.

2. In a railway block-signaling system, an

-insulated rail or rail-section in the track-rails at each block on each side of the track, with the insulated rail or rail-section on one side undivided and the insulated rail or rail-section on the other side divided into two parts or members insulated from each other, an electric circuit for the track-rails at each end of each block, eachcircuit embracing au clect-romagnet, an incomplete electric circuit for each member of the insulated divided rail or rail-section and the track-rails on its side of the track, embracing, in each circuit, an ar mature controlled by the electromagnet of a track-rail circuit, and broken for each immediate preceding and succeeding block by the denmgizingof the magnets in the trackrail circuits of an entered block with the entrance of a train into such block, and a complete electric circuit for each block independent ot' the track-rail circuits at the ends ot' the block, embracing an armature controlled by the electromac'net of an end circuit of the track-rails and broken for each immediate succeeded or passed block-section by the deenergizing of the magnet in the track-rail circuit of the entered block with the entrance of the train into such block, substantially as described.

3. In a railway block-signaling system, an insulated rail or rail-section in the track-rails on each side of the track at the block-signal station, one insulated rail or rail-section undivided and the other insulated rail or railsection divided into two parts or members insulated from each other, an electric circuit for the track-rails at each end of each block, each circuit embracing an electromagnet, an incomplete electric circuit foreach member of the insulated divided rail or rail-section and the track-rails on its side of the track, embracing, in each circuit, a source of energy, and an armature controlled by the electromagnet of a track-rail circuit, and broken for each immediate preceding and succeeding block by the denergizing oi' the magnets in the track-rail circuits of an entered block by the entrance of a train into such block, and a complete electric circnitfor each block, independent of the track -rail circuits at the ends ot the block, from the track-rails on one side to the track-rails on the same side, and embracing a source of energy and an armature controlled by the electromagnet of a track-rail circuit, and broken for each sncceeded or passed block by the denergizinc;l of the magnet in the track-rail circuit of the entered block by the entrance of the train into such block,'whereby the magnets of both track-rail circuits are denergized and an alarm given both to a train approaching the entered block from either direction, substantially as described.

4. In a railway block-signaling system, an insulated rail or rail-section in the track-rails on each side of the track at the block-signal station, one insulated rail or rail-section undivided and the other insulated rail or `railsection divided into two parts or members insulated from cach other, an electric circuit for the track-rails at each end of each block each circuit embracing an electromagnet and both short-circuitcd by a train entering the llO block, an incomplete electric circuit for each member of the insulated divided rail or railsection and the track-rails Aon its side of the track, embracing, in each circuit, a source of energy and an armature controlled by the electromagnet ot a track rail circuit, and broken for each immediate preceding and succeeding block by the denergizing ofthe magnets in the track-rail circuits of the entered block by the entrance of the train into such block, a complete electric circuit for each block, independent of the track-rail circuits, from the track-rails on one side to the trackrails on the same side, and embracing asource of energy and an armature controlled by the electromagnet of a trackrail circuit, and broken for each succeeded or passed block by the denergizing of the magnet in the trackrail circuit of the entered block by the entrance of the train into such block, track-contacts on the train engaging the rails and completing the circuit of the insulated divided rail or rail-section, and an electric circuit on the train embracing a source of energy, a tri' polar consequent-pole permanent magnet, an armature movable between the free polepieces or cores of the magnet, and a circuitwire from the source of energy through the coils of the tripolar consequent-pole permanent magnet to the track-contacts, substantially as described.

5. In a railway block-signaling system, a signal-circuit on a train comprising a primary circuit and a secondary circuit, the primary circuit embracing a source of energy, a tripolar consequent-pole permanent magnet, and circuit-Wires for the primary circuit from the source of energy through the coils of the tripolar consequent-pole permanent magnet to the track-contacts to complet-e the primary circuit through the rails, and the secondary circuit operative from the primary circuit and embracing a source of energy, an electromagnet, a pivoted armature movable between the pole-pieces or cores of the tripolar consequent-pole permanent magnet, and circuitwires for the secondary circuit from the source of energy through the electromagnet of suchV circuit and thearmatnre movable between the pole-pieces or cores of the tri polar consequentpole permanent magnet, for the pivoted armature of the secondary circuit to operate the signals on the train with the making and breaking ofthe primary circuit, substantially as described.

6. In a railway block-signaling system, an insulated divided rail or rail-section having two parts or members insulated from each other and located on one side of the track and having a companion insulated undivided rail.

ate preceding and succeeding block by the denergizing of the controllingmagnets in the circuits of an entered block by the entrance of a train onto the track-rails of such block, and a primary and a secondary electric circuit. on the train, the primary circuit embracing a source of energy, a tripolar consequentpole permanent magnet, and circuit-Wires for the primary circuit from the source of energy through the coils of the tripolar consequentpole permanent magnet to the track-contacts to complete the primary circuit through the rails when the incomplete track-circuit ofthe insulated divided rail is not interrupted by the deenergizing of its armature-controlling electromagnet, substantially as described.

7. A railway block-signaling system, comprisingv an electric circuit at each end of the block, each circuit embracing a source of energy common to both circuits, the track-rails, an electromagnet and an armature for each electromagnet, an incomplete electric circuit for each member of the insulated divided rail or rail-section and the track-rails onl its side of the track, embracing, in each circuit, a source of energy, and an electromagnet and armature of a track-rail circuit, and broken for each immediate preceding and succeeding block by the denergizing of the magnets in the track-rail circuits of an entered block by the entrance ot a train onto the rails of such entered block, a signal-transmitting mechanism carried on the train, embracing a source of energy, a tripolar consequent-pole permanent magnet, and circuit wires from the source of energy through the coils of the tripolar consequent-pole permanent magnet to the track contacts to complete the circuit through the track rails and the insulated vtrack-section when the electric circuit of that section is not interrupted by the denergizing of its armature controlling electromagnet, substantially as described.

8. A railway block-signaling system, comprising an electric circuit at each end of the block, the circuits embracing a source ot' energy common to both circuits, the track-rails, an electromagnet, and an armature for each electromagnet, an incomplete circuit for each block embracing an insulated rail-section, a source of electric energy, and an electromagnet and armature of a track-rail circuit, and circuit-wires from the insulated rail-section to the track-rails, danger and safety signals on a moving train, an arm or lever operating the signals, an operating or secondary electric circuit for the danger and safety signals, embracing a source of energy, an electromagnet controlling the operating arm or lever of the signals, circuit-wires, and a movable armature, and a controlling or primary electric circuit for the signal-operating or secondary circuit embracing a source of energy, a tripolar consequent-pole permanent magnet between the pole-pieces or cores of which the movable armature of the secondary electric circuit is located and operated, and circuit IOO IIO

IIS

Wires from the source of energy through the coils of the tripolar consequent-pole permanent magnet to the track-contacts to complete the circuit through the rails and the insulated track-section when the electric circuit of that section is not interrupted by the denergizing of its armature controlling electromagnet, substantially as described.

9. In a railway signaling mechanism, signaling devices located on a moving train comprising a safety-signal and a danger-signal, primary and secondary electric circuits for controlling and operating the signals, and a relay-magnet in the primary electric circuit, controlling an armature in the secondary electric circuit for operating the signals, denergized by the unintentional interruption of the primary circuit aud thereby breaking the secondary Ielectric circuit to display the dan'- ger-signal, substantially as described.

l0. In a railway signaling mechanism, signaling devices located on a moving train comprising a safety-signal and a danger-signal, an arm or lever operating the signals, an operating or secondary electric circuit for the signals embracing a source of energy, an electromagnet controlling the operating arm or lever of the signals, circuit-wires, and a movable armature, a controlling or primary circuit for the signal-operating or secondary circuit, embracing a source of energy, a tripolar consequent-pole permanent magnet between the pole-pieces or cores of which the movable armature of the signal-operatin g or second ary circuitis located and operated,circuit-Wires, a

relay-magnet in the controlling or primary electric circuit, and an armature in the signaloperating or secondary electric circuit controlled by the relay-magnet for displaying the danger-signal when the controlling or primary electric circuit is unintentionally interrupted or broken, substantially as described.

ll. In a railway signaling mechanism, signaling devices comprising a safety-signal and a danger-signal located on a moving train, a primary electric circuit and a secondary electric circuit controlling and operating the signals, a relay-magnet in the primary circuit, and an armature for the relay-magnet in the secondary circuit for displaying the dangersignal with the unintentional interruption or breaking of the primary circuit, substantially as described.

12. In a railway signaling mechanism, signaling devices located on a moving train comprising a safety-signal and a danger-signal, a primary electric circuit and a secondary electric circuit controlling and operating the signals, a relay-magnet located in the secondary electric circuit, an armature for the relaymagnet carrying a recordingpoint, and a record-ribbon operated on by the recordingpoint with the denergiy'ing of the relay-magnet for recording the speed while the dangersignal is displayed ,substantially as described.

WILLIAM H. COUNCIL.

Vitnesses:

THOMAS A. BANNING, THOMAS B. MCGREGOR. 

